GB2190158A

GB2190158A - Traction slip control apparatus for an automotive vehicle

Info

Publication number: GB2190158A
Application number: GB08710662A
Authority: GB
Inventors: Heinz Frigger
Original assignee: Alfred Teves GmbH
Current assignee: Continental Teves AG and Co oHG
Priority date: 1986-05-09
Filing date: 1987-05-06
Publication date: 1987-11-11
Also published as: FR2598358A1; GB2190158B; GB8710662D0; DE3615638A1; JPS62295765A; FR2598358B1

Abstract

A traction slip control apparatus with a braking pressure generator (1) and an auxiliary-pressure source (2) and with a drive line (67, 95, 80, 81, 82, 94) between a vehicle engine (79) and driven wheels (33, 34), as well as with rotational speed sensors (57, 58, 59, 60) provided at the vehicle wheels (31, 32, 33, 34) for the recognition of the state of motion of the driven and the non-driven wheels, as well as with a regulating device (56, 88) for the processing of the output signals of the rotational speed sensors (57, 58, 59, 60), by virtue of which signals braking pressure control valves (4 to 11 and 44, 45) are drivable in the sequence and combination necessary for traction control, as well as with a device (69 to 78, 89) for regulating the number of revolutions of the vehicle engine, there is provided an adjusting device (61, 66) acting upon the drive line (67, 95, 80, 81, 82, 94) during traction control for the partial or entire interruption of drive between the vehicle engine (79) and the driven vehicle wheels (33, 34), which is part of the hydraulic actuating device of a mechanically operating clutch (67), for instance a single-disc dry clutch, so that it is ensured that the engine (79) will not work against the applied brake when a traction slip control action is performed. <IMAGE>

Description

SPECIFICATION Traction slip control apparatus for an automotive vehicle This invention relates to a traction slip control apparatus for an automotive vehicle with an engine, driven wheels and a driving track between the engine and the driven wheels, with a control system for regulating the engine's number of revolutions and a control system for brake actuation.

For the purpose of traction slip control, it has been known already to activate the wheel brake of the driven wheel tending to spin and to thereby decelerate this wheel to such extent that it stays within a slip range that is favourable for the transmission of the drive torque (West German patent 31 40 959, West German published patent application 32 15 739). This permits to improve both the transmission of the drive power onto the road and the driving stability as well as the steerablility of the vehicle, if a front wheel is concerned.

However, if in doing so one does not manage to very quickly reduce the drive torque of the engine after the application of the brake, the energy which is to be transformed into heat in the wheel brake becomes so high that the brake must be released, or enormous wear of the component parts must be put up with. The drive's total efficiency will likewise be impaired by this mode of operation.

As a realisation of a traction control apparatus that is reasonable in the economical respect, it has been proposed already to combine said with an anti-lock system, and the wheel rotational speed sensors and brakingpressure control valves provided for the latters' purpose can expediently be utilised analogously for traction control as well.

Such a combined traction control and antilock control apparatus is known from West German published patent application 20 49 262.

In this known combined traction control and anti-lock control apparatus, the anti-lock system is designed as a four-channel system, there being provision of a respective rotational speed sensor for monitoring the state of motion of each of the driven and the non-driven vehicle wheels, the said sensors delivering in each case a voltage output signal that is proportional to the wheel circumferential speed. A respective inlet valve is provided for each wheel brake which allows to meter the braking pressure generated by actuation of a master brake cylinder into the respective wheel brake cylinder, and a respective outlet valve is provided through which brake fluid can be discharged from the respective wheel brake cylinder into a supply reservoir of the brake system.The inlet valves and outlet valves are designed as two-way/two-position solenoid valves, the initial position of the inlet valves being the opened position in which the associated outlet pressure chamber of the master brake cylinder communicates with the respective wheel brake cylinder, and the initial position of the outlet valve being the closed position in which the wheel brake cylinder is shut off towards the supply reservoir. The inlet valves and outlet valves provided within the anti-lock system are controllable to assume their closed or opened position in the combination and sequence according to the anti-lock control by virtue of output control signals of an electronic control unit of the anti-lock system, the said control unit processing the output signals of the wheel rotational speed sensors.That is, if a braking pressure decrease becomes necessary in one of the wheel brakes, the respective inlet valve is actuated to assume its closed position and the respective outlet valve is actuated to assume its opened position. In order to realise a traction control apparatus apt for the starting operation when the solenoid valves of the anti-lock system are made use of therefor, one more two-way/two-position solenoid valve is provided for each of the driven vehicle wheels, through which valve in a control phase of the traction control apparatus the wheel brake of the imminently spinning vehicle wheel can be applied with the outlet pressure of a pressure accumulator.

It is an object of the present invention to accomplish an improved, more particularly a faster reaction of the traction slip control system on account of the sensor signals delivered, and to reliably avoid that the engine will counteract the applied brake in the case of traction slip control. As is known, traction slip control systems inhere the risk that the engine works in opposition to the braked wheels.

This has as a result great heating of the brake and damages or even destroys it under certain circumstances.

According to one aspect of the present invention there is provided a traction slip control apparatus for an automotive vehicle with an engine, driven wheels and a driving track between the engine and the driven wheels, with a control device for regulating the engine's number of revolutions and a control device for the brake actuation, characterised in that, in addition there is provision of an adjusting device acting upon the driving track which entirely or partially separates the engine from the driven wheels during traction control.

According to another aspect of the present invention there is provided a traction slip control apparatus for an automotive vehicle with a braking pressure generator and an auxiliarypressure source and with a driving track between a vehicle engine and driven wheels, as well as with rotational speed sensors provided at the vehicle's wheels for the recognition of the state of motion of said driven wheels and of non-driven wheels, as well as with a regulating device for the processing of the output signals of the rotational speed sensors, by virtue of which signals braking pressure control valves are drivable in the sequence and combination necessary for traction control, as well as a device for regulating the number of revolutions of the vehicle engine, characterised by an adjusting device acting upon the driving track during traction control for the partial or entire interruption of the flux of force between the vehicle engine and the driven vehicle wheels.

According to a further aspect of the present invention there is provided a traction slip control apparatus for an automotive vehicle with a braking pressure generator and an auxiliarypressure source, with a driving track between a vehicle engine and driven wheels, as well as with rotational speed sensors provided at the vehicle's wheels for the recognition of the state of motion of said driven wheels and of non-driven wheels, as well as with a regulating device for the processing of the output signals of the rotational speed sensors, by virtue of which signals braking pressure control valves are drivable in the sequence and combination necessary for traction control, as well as a device for regulating the number of revolutions of the vehicle engine, characterised in that the auxiliary-pressure source communicates via a pressure-fluid conduit with a con troi unit of an hydraulic gearing unit of the vehicle arranged in the driving track, the said pressure-fiuid conduit containing an electromagnetically actuatable valve which is open during traction control and causes separation of the vehicle engine from the vehicle wheels.

According to yet another aspect of the present invention there is provided a traction slip control apparatus for an automotive vehicle with a driving track between a vehicle engine and driven wheels, as well as with rotational speed sensors provided at the vehicle's wheels for the recognition of the state of motion of the driven wheels and of non-driven wheels, as well as with a control device for the processing of the output signals of the rotational speed sensors, by virtue of which signals braking pressure control valves are drivable in the sequence and combination necessary for traction control, as well as a device for regulating the number of revolutions of the vehicle engine, characterised in that the regulating device is via signal lines in communication with the control unit of an hydraulic gearing unit of the vehicle arranged in the driving track and causes separation of the engine from the vehicle wheels in the case of traction control.

While in conventional traction slip control systems solely the braking pressure and the engine's number of revolutions are regulated, the apparatus of the present invention features to control-'in addition' to engine control and brake control-one or more components of the driving track between engine and driven wheels, that means the said components are activated or de-activated entirely or partially.

The control of the components of the driving track of e.g. the vehicle clutch and/or the vehicle gear unit lead to an instantaneous reduction or elimination of the torque caused by the engine and applied on the wheels.

That means, the following effects are accomplished in a favourable manner, and this is an essential part of the objects to be achieved by this invention, namely: rapid and precise controlled deceleration of the driven wheels in the traction slip control case because there is provision of the additional driving track control beside brake control and engine control, and the prevention that, in case the engine control is unprecise or slow, the engine 'works against the brakes' which may lead to damage or destruction of the brake. Owing to the driving track control, the engine is disconnected from the wheels entirely or partially in terms of effect, whereby it is reliably avoided that the engine counteracts the brake.

In a favourable embodiment of this invention, the auxiliary-power source of the adjusting device is formed by the motor-pump unit which supplies the braking pressure generator with pressure fluid.

In another embodiment, the auxiliary-power source of the adjusting device is formed by the pressure fluid accumulator which is part of the auxiliary-pressure source and feeds pressure fluid to the braking pressure generator.

In the event that the vehicle has a power steering system with a pressure fluid supply of its own, the auxiliary-pressure source of the adjusting device may also be represented by the motor-pump unit supplying the steering booster with pressure fluid.

Particularly little expenditure for the inventive traction control apparatus will result, if a vacuum power booster provided at the vehicle co-operates with the control apparatus and furnishes it with the auxiliary force needed.

Expediently, the adjusting device is part of the hydraulic actuating device of a mechanically operating clutch, for instance a dry single-disc clutch. In vehicles having an automatic transmission, the adjusting device may likewise be part of the hydraulic control unit of the hydraulic gearing unit, e.g. of the hydrodynamic torque converter.

In an alternative embodiment of this invention, the switch pulses generated by the electronic controller of the traction control apparatus can also be supplied directly to the electronic control unit of a hydraulic gearing unit and thus bring about interruption of the flux of force in the driving track.

Preferably, the adjusting device, the control unit of the hydraulic gearing unit or the valves are actuatable according to an algorithm installed in the anti-lock system or the anti-lock controller.

Embodiments of the invention will now be described with reference to the accompanying drawings, in which: Figure 1 is an interconnection diagram of a traction slip control apparatus in combination with a hydraulic device for the actuation of a disc friction clutch; Figure 2 is an interconnection diagram of a traction slip control apparatus for a vehicle with automatic transmission, and Figure 3 is an interconnection diagram of a traction slip control apparatus for a vehicle, wherein, for the purpose of control, the electric control unit of an hydraulic gearing unit is directly drivable by the controller of the antilock brake system.

The inventive control apparatus for controlling the flux of force between vehicle engine and vehicle wheels is substantially composed of a pedal-actuated, elongated hydraulic braking pressure generator which, as a whole, is designated by reference numeral 1, of an auxliary-pressure source 2, a supply and pressurecompensating reservoir 3 and of electromagnetically actuatable two-way/two-position directional control valves 4 to 7, 44, 45, through which wheel brakes 31 to 34 of the front and rear wheels of a vehicle are connected to the braking pressure generator 1 in hydraulically isolated brake circuits 15, 16, 17, 18.

The directional control valves 4 to 7 and 44, 45, respectively, are in their open-passage condition normally, that means as long as they are not energised (= opened in their de-energised state). Further, there is provision of a return line 12 leading from the front and the rear wheels 31, 32 and 33, 34, respectively, to the compensating reservoir 3, however, said return line is isolated from the wheel brakes by means of four more two-way/twoposition directional control valves 8 to 11 (= closed in their de-energised state), as long as the valves 8 to 11 are not excited.

In turn, the braking pressure generator 1 is composed of a hydraulic brake power booster 13 and a master cylinder assembly 14 with a piston-positioning device.

The brakes of the rear wheels 33, 34 are connected to the brake power booster 13, while the two working chambers 19 and 20 of the master cylinder assembly 14, which herein is designed as a tandem master cylinder, each communicate via separate brake circuits 17 and 18 with the wheel brake of a respective front wheel. The two master cylinder circuits 17, 18 of such an arrangement are referred to as static pressure fluid circuits, the rear-axle circuits 15, 16 are referred to as dynamic presure fluid circuits because in these circuits 15, 16 the pressure is determined by the position of a control valve 21 which is actuated by a brake pedal 24 via a linkage 27 and which, depending on the displacement of a valve piston 22, permits more or less pres sure to flow from the auxiliary-pressure source 2 into the booster chamber 23 and from there into the brake circuits 15, 16.

The pressure built up in the booster cham ber 23 and introduced through the control valve 21, respectively, upon actuation of the brake pedal 24 simultaneously acts via the booster piston 46 and an actuating rod 43 on pistons 25, 26 of the master cylinder assembly 14 and, as is easily comprehensible, leads to the build-up of braking pressure in the working chambers 19 and 20 of the two static brake circuits 17, 18 extending to the front wheels 31, 32. At first, atmospheric pressure is still prevailing in two prechambers 28, 29 of the master cylinder assembly 14 because these chambers are in communication with the pressure-compensating reservoir 3 via a so-termed main valve 30 and via a supply line 96, when the valve is in its inactive position, that is, when it is not excited.

Each wheel 31, 32, 33, 34 of the vehicle equipped with the inventive system is furnished with a sensor 57, 58, 59, 60 which, for instance, is designed as an inductive transducer and which feeds information about the wheel rotational behaviour into an electronic controller 56. Among other things, this controller 56 contains an electronic combining logic in the form of hard-wired or programmed circuits, such as microprocessors, and after evaluation of the sensor signals produces control commands which are delivered further to the corresponding solenoid valves via signal lines (not shown).

Upon the commencement of brake slip control, the main valve 30 will be changed over.

This causes opening of a pressure fluid conduit 35, 36, 96 leading from the booster chamber 23 into the prechamber 28, 29 so that pressure fluid flows into the prechambers 28, 29. This pressure propagates further through connecting channels 37, 38 to annular chambers 39, 40 within the master cylinder assembly 14. Out of these chambers 39, 40, pressure flows over sleeve seals 41, 42 arranged at the periphery of the pistons 25, 26 and performing the function of non-return valves, and is introduced dynamically into the working chambers 19, 20 which are in communication with the wheel brakes of the front wheels 31, 32.

The dynamically introduced pressure simultaneouosly results in resetting of a positioning sleeve of a positioning device (not referred to in more detail), in consequence whereof the pistons 25, 26 in the master cylinder assembly 14 assume a defined position in a known fashion.

Owing to the dynamic introduction of pressure fluid into the static circuits 17, 18 of the front wheels 31, 32, it will be prevented even in the event of frequent pressure reduction by means of discharge of pressure fluid through the changed-over directional control valves 8 and 9 ihat the working chambers 19 and 20 'become empty due to control'.

On occurrence of a defect in the auxiliaryenergy supply system 2, which herein is composed of a motor-pump unit 83 with an associated non-return valve 84 and a pressure fluid reservoir (accumulator) 85, a pressure alarm circuitry (not illustrated in detail) will respond, will report this condition to the electronic controller 56 of the brake system and, depending on the magnitude of the residual pressure, will cause partial de-activation or disconnection of the brake slip control.

Defects in the dynamuc pressure fluid conduit within the braking pressure generator 1, for instance a defect in the booster chamber 23 or in the line 36, or a leaky main valve 30 will be detected by measuring the travel or by determining the position of the positioning device. This is because if a leakage or a defect in the pressure fluid conduit 35, 36, 96 prevents the delivery of dynamic pressure into the annular chambers 39, 40, this results in a reduction of the volume in the working chambers 19, 20 and in a considerable shift of the positioning device when brake slip control takes place, in consequence whereof finally-- when the remainder of the pressure fluid volume in the front-wheel circuits becomes too small-a switch (not shown in more detail) will be actuated, will open a signal path from the voltage source via a contact and will feed an error signal to the input of the electronic controller 56, whereby the system will be deactivated partially or disconnected completely.

Inserted into the brake circuits 15, 16 which connect the booster chamber 23 to the wheel brakes 33, 34 of the rear wheels and, respectively, into the two pressure lines 47, 48 leading from the two directional control valves 44, 45 to the wheel brakes 33, 34 are twoway/two-position directional control valves 49, 50 through which the brakes of the rear wheels 33, 34 can also be connected to a pressure line 51 communicating with the auxiliary-pressure source 2, while simultaneously the connections to the booster chamber 23 can be interrupted with the aid of the two two-way/two-position directional control valves 44, 55 of the brake circuits 15, 16.

Moreover, the pressure-fluid line 51 communicates via a branch line 53 and a twoway/two-position dirctional control valve 54 with a clutch pressure line 62 leading to a clutch slave cylinder 61, which latter line 62, in turn, communicates via a branch line 63 with a clutch-actuating cylinder 64, the said branch line 63 containing an unlockable nonreturn valve 65 in addition. The clutch slave cylinder 61, through which a clutch actuating lever 66 of a clutch 67 is tiltable, is moreover via the clutch pressure line 62 in communication with a two-way/two-position directional control valve 68 permitting to discharge a pressure prevailing in the clutch slave cylinder 61.Furthermore, the branch line 53 communicates via secondary lines 69, 70 and a twoway/two-position directional control valve 71 with an adjusting cylinder 71, whose piston acts via a tappet 73 upon an accelerator linkage 76 actuating a throttle-flap 74. When the two-way/two-position directional control valve 71 is closed, the pressure in the adjusting cylinder 72 can be discharged to the return line 12 and to the reservoir 3, respectively, via a relief line 78 and a two-way/two-position directional control valve 77 inserted in this relief line.

Exactly as is the case during a braking action, likewise when starting and accelerating, the rotational behaviour of the individual vehicle wheels 31 to 34 is determined by the inductive transducers or sensors 57, 58, 59, 60 and delivered to the inputs E, to E4 of the electronic controller 56 via the signal line bunch 87 indicated. Connected to the outputs A1 ... At, of the controller 56 via signal lines (not illustrated in detail) are the braking pressure modulators (two-way/two-position valves 4, 5, 6 etc.) which are inserted into the hydraulic circuits of the braking pressure generator 1 and which, in order to control the wheel slip on the occurrence of a tendency to lock, will keep the braking pressure constant, will reduce it and re-increase it, if need be, in dependence on the controller's signals.

The valves 49, 50, 54, 68, 71, 77 for controlling the engagement and disengagement of the clutch 67 are connected to that part of the controller 56 which is illustrated symbolically by the portion 88 separated in dash-dot lines. This controller 88 governs the engagement and disengagement of the clutch 67 in dependence on several measured values in respect of driving dynamics and control variables of the drive engine 79. The data about the wheel rotational behaviour which are applied to the inputs E to E4 of the controller 56 are evaluated also for the control of the clutch 67.In addition, the numbers of revolutions of the drive engine 79 and the throttleflap position and the actuation of the accelerator pedal 75, respectively, are signalled to the controller portion 88 by means of a transducer 89 recoginising the position of the throttle-flap 74 and by a rotational speed sensor 90 via the inputs Eg to E6. A command to disengage the clutch 67 is issued via the output A16 and via the electric signal line 91 in the form of an electric switch-over command to the electromagnetically actuatable twoway/two-position directional control valve 54 which is connected to the pressure line 53.

Simultaneouosly, a second two-way/two-position directional control valve 68 is switched over by a signal at the output A16 of the circuit configuration 88 and via a signal line 92, whereby the connection of the clutch pressure line 62 to the pressure-compensating reservoir 3 is interrupted.

As long as the valve 68 is in its opened position shown and, therefore, the connection from the clutch-actuating cylinder 64 to the compensating reservoir 3 is open, the slave cylinder 61 does not take any influence on the position of the clutch lever 66. A clutch disengagement by applying a pedal force on the clutch pedal 93 is not possible in this switch position of the valve 68, since the clutch-actuating cylinder 64 is in communcation with the pressure-compensating reservoir 3.

If now it is recognised as a result of the logic combination of all data and signals supplied to the electronic controller 56 and in particular to the circuit configuration 88 within the controller that a disengagement of the clutch 67 would be an advantage in this situation, this has as a consequence instantane- ously or after a delay time, depending on the situation and after the control has been performed-the issuance of output signals on the lines 91, 92 which cause change-over of the directional control valves 54, 68.This causes the introduction of hydraulic pressure into the working chamber of the actuating cylinder 61, whereby the piston is displaced which, in turn, swivels the clutch-actuating lever 66 and thereby causes disengagement of the clutch 67 so that finally the drive engine 79 of the automotive vehicle is uncoupled from the driving track 80, 81, 82, 94.

The initially described traction slip control system for the driven wheels 33, 34 of an automotive vehicle is furnished with pressure fluid by the auxiliary-power source 2 of an anti-lock brake system. Besides, it uses the rotational speed sensors 57, 59, 58, 60 provided for the brake system and part of the electronic controller 56. The control signals produced by the additionally provided controller portion 88 serve to actuate the magnetically actuatable valves 49, 50 and 71, 77 and 54, 68, 65, respectively.

it is clear that-instead of an auxiliary-pressure source 2 with a motor-pump unit 83, an accumulator 85 and a non-return valve 84 for instance, also the accumulator or the pump of a power steering system can be connected to the pressure lines 51, 53, with a view to supplying auxiliary energy to the adjusting device 54, 68, 62, 61, 66 which acts upon the driving track 95, 80, 81, 82, 94.

The system for the traction slip control illustrated in Figure 2 differs from that according to Figure 1 mainly in that, instead of a dry clutch with a mechanical gearbox inserted therafter, there is arrangement of a hydraulic gearing unit 98 with control unit 97 and a converter 103 connected upstream theroef.

Via the pressure lines 51, 53, pressure fluid from the auxiliary-power source 2 is introduced into the control unit 97 when the controller 56, via the signal line 91, causes the two-way/two-position directional control valve 54 to open upon the occurrence of wheel slip.

By virtue of the pressure which will then be prevailing at the control unit 97, the hydraulic gearing unit 98 and/or the hydraulic clutch (converter) 103 can be actuated such that the flux of force from the vehicle engine 79 to the output shaft 80 is interrupted and the vehicle wheels 33, 34 can turn freely. The pressure fluid introduced into the control unit 97, subsequently, can discharge into the reservoir 3 via the two-way/two-position directional control valve 68, which is switched to its opened position via the signal line 92, and via the unpressurised return line 12. To this end, the hydraulic gearing unit 98, 103 can be designed such that the pressure fluid introduced either actuates directly the clutches existing in the gearing unit and the brake device, or acts via adjusting cylinders on valves existing in the gearing unit 98.

In the embodiment according to Figure 3, there is no introduction of pressure fluid out of the auxiliary-power source 2 into a control unit 101 of an hydraulic gearing unit 102. Instead, the electric signal produced by the controller 56 is supplied via the signal lines 99, 100 directly to the control unit 101 which is designed such that the valves provided in the control unit 101 are directly actuated electrically, the pressure fluid pump existing in the hydraulic gearing unit generating the auxiliary power required for the actuation of the necessary brake and clutch actions.

Claims

1. A traction slip control apparatus for an automotive vehicle with an engine, driven wheels and a driving track between the engine and the driven wheels, with a control device for regulating the engine's number of revolutions and a control device for the brake actuation, characterised in that, in addition there is provision of an adjusting device acting upon the driving track which entirely or partially separates the engine from the driven wheels during traction control.

2. A traction slip control apparatus for an automotive vehicle with a braking pressure generator (1) and an auxiliary-pressure source (2) and with a driving track (67, 95, 80, 81, 82, 94) between a vehicle engine (79) and driven wheels (33, 34), as well as with rotational speed sensors (57, 58, 59, 60) provided at the vehicle's wheels (31, 32, 33, 34) for the recognition of the state of motion of said driven wheels and of non-driven wheels, as well as with a regulating device (56, 88) for the processing of the output signals of the rotational speed sensors (57, 58, 59, 60), by virtue of which signals braking pressure control valves (4 to 11 and 44, 45) are drivable in the sequence and combination necessary for traction control, as well as a device (69 to 78, 89) for regulating the number of revolu tions of the vehicle engine, characterised by an adjusting device (61, 66) acting upon the driving track (67, 95, 80, 81, 82, 94) during traction control for the partial or entire interruption of the flux of force between the vehicle engine (79) and the driven vehicle wheels (33, 34).

3. A traction slip control apparatus as claimed in claim 1 or claim 2, characterised in that the adjusting device (61, 66) is part of an hydraulic actuating device of a mechanically operating clutch (67), for instance a dry single-disc clutch.

4. A traction slip control apparatus as claimed in claim 2, characterised in that the auxiliary-pressure source (2) of the adjusting device (61, 66) is formed by a motor-pump unit (83) supplying the braking pressure generator (1) with pressure fluid.

5. A traction slip control apparatus as claimed in claim 2, characterised in that the auxiliary-pressure source (2) of the adjusting device (61, 66) is formed by a pressure fluid accumulator (85) supplying the braking pressure generator (1) with pressure fluid.

6. A traction slip control apparatus as claimed in claim 2, charaterised in that the auxiliary-pressure source of the adjusting device is formed by a motor-pump unit supplying a steering booster with pressure fluid.

7. A traction slip control apparatus as claimed in claim 2, characterised in that the adjusting device is in operative engagement with a vacuum brake power booster and is furnished by it with auxiliary power.

8. A traction slip control apparatus for an automotive vehicle with a braking pressure generator (1) and an auxiliary-pressure source (2), with a driving track (67, 95, 80, 81, 82, 94) between a vehicle engine (79) and driven wheels (33, 34), as well as with rotational speed sensors (57, 58, 59, 60) provided at the vehicle's wheels (31, 32, 33, 34) for the recognition of the state of motion of said driven wheels and of non-driven wheels, as well as with a regulating device (56, 88) for the processing of the output signals of the rotational speed sensors (57, 58. 59, 60), by virtue of which signals braking pressure control valves (4 to 11 and 44, 45) are drivable in the sequence and combination necessary for traction control, as well as a device (69 to 78, 89) for regulating the number of revolutions of the vehicle engine, characterised in that the auxiliary-pressure source (2) communicates via a pressure-fluid conduit (51, 53, 62) with a control unit (97) of an hydraulic gearing unit (98) of the vehicle arranged in the driving track, the said pressure-fluid conduit containing an electromagnetically actuatable valve (54) which is open during traction control and causes separation of the vehicle engine (79) from the vehicle wheels (33, 34).

9. A traction slip control apparatus for an automotive vehicle with a driving track (67, 95, 80, 81, 82, 94) between a vehicle engine (79) and driven wheels (33, 34), as well as with rotational speed sensors (57, 58, 59, 60) provided at the vehicle's wheels (31, 32, 33, 34) for the recognition of the state of motion of the driven wheels and of non-driven wheels, as well as with a control device (56, 88) for the processing of the output signals of the rotational speed sensors (57, 58, 59, 60), by virtue of which signals braking pressure control valves (4 to 11 and 44, 45) are drivable in the sequence and combination necessary for traction control, as well as a device (69 to 78, 89) for regulating the number of revolutions of the vehicle engine, characterised in that the regulating device (56, 88) is via signal lines (99, 100) in communication with the control unit (101) of an hydraulic gearing unit (102) of the vehicle arranged in the driving track and causes separation of the engine (79) from the vehicle wheels (33, 34) in the case of traction control.

10. A traction slip control apparatus as claimed in claim 8 or clam 9, characterised in that the adjusting device, the control unit (101) of the hydraulic gearing unit, or the valves (54, 68), respectively, are actuatable corresponding to an algorithm installed in an anti-lock controller (88).

11. A traction slip control apparatus substantially as herein described with reference to and as illustrated in Figure 1, Figure 2 or Figure 3 of the accompanying drawings.